Pusher-triplane



W. S. BURGESS.

PUSHER TRIPLANE.

APPLICATION FILED SEPT.27. 1916.

1 ,3%3,959. Patented Dec. 2, 1919. v

2 SHEET SSHEET 1.

; ran srn'rns PATENT. orrion.

WILLIAM STARLING BURGESS, OF MARBIiEI-IEAD, MASSACHUSETTS, ASSIGNOR TO CURTISS AEROPLANE AND MOTOR CORPORATION, A CORPORATION OF NEW YORK.

PUSHER-TRIPLANE.

Specification or Letters Patent.

Application filed September 27, 1916. Serial No. 122,431.

To all whom it may concern: Be it known that I, WILLIAM STARLING BURGESS, a citizen of the United States, re-

siding at Marblehead, in the State of Ma'ssa-.

end or auxiliary flotation bodies, each sustaining a substantial portion of the total load; and a plural propelling power plant arrangement in wh1ch the several power units are located symmetrically at opposite sides of the longitudinal axis of the craft and in alined relation with the several supporting surfaces, of which, in the present instance, there are three.

The principal features of the invention such as the arrangement of the flotation bodies and the power units with respect to the supporting surfaces and with respect to each other; the arrangement of the supporting surfaces as regards a true horizontal plane or a plane perpendicular to the line of flight; the engine bed bracing; and the aileron construction, I will hereinafter more fully explain. a

In the drawings I have illustrated the one embodiment of the invention which, as suggested, I consider preferred. With reference thereto:

flying boat;

Fig. 2 is a front end elevation of the craft;

Fig. 3 is a side elevation, and

Fig. 4c is a detail perspective view of the engine bed bracing.

Like numerals of reference designate like or corresponding'parts throughout the sev eral views.

In arrangement, the wings of my improved: hydrotriplane are quite similar to the wings disclosed by Dunne in that each Figure 1 illustrates in plan my improved is swept back or set at a positive angle of retreat. The intermediate plane or sup porting surface I. shall hereinafter refer to as the main supporting surface because of its relative area. nated in it'sentirety by the numeral 10, is set apart from the lower Wing, designated in its entirety by the numeral 11, a greater distance than from the upper wing, designated in its entirety by the numeral 12. The several wings are directly superposed and the reason for thus unequally separating the wings I willlater disclose. Wing posts 13 and tie wires 14 interconnect and brace the several planes.

Although the wings are generally similar, each wing is characterized by structure individual thereto. The main plane is made .of connected sections, the engine section panel or intermediate section of which ex tends at a right angle to theline of flight. Said intermediate section I have designated 15. The lower plane 11, although generally This main wing, desig-- Patented Dec. 2, 1919.

similar'to the main plane 10, is characterized by wing tips or terminal sections 16 which are set at a dihedral angle with respect to that portion of the plane intermediate said terminals. The engine section'panel of the lower plane is built into the body of the craft, in the present instance a hull or flotation body of the well known Curtiss type.

The sections of the lower plane intermediate r the engine section panel 17 and the terminal sections 16, extend outwardly from the hull body in-a true horizontal plane. These sections are denoted 18. Although much smaller, the upper plane 12 is quite similar to the main plane 10. The engine section panel, however, found in the two remaining planes is dispensed with in the upper plane and the said sections or wings, each designated 19, permitted to contact at their inner end. This arrangement will locate the en-, tering edge of the upper plane a little inadvance of both the main plane and thelower plane to thus accordingly obviate a blanketing tendency which might otherwise result in view of the adjacency of said main and upper planes.

The several flotation bodies (and as suggested there are three) are similarly constructed except that the main or centrally located flotation body herein denoted 20 is considerably larger than the remaining two. Said main flotation body 20 is located ahead of the center of gravity indi cated by a star in Fig. 1. The two after or auxiliary floats act conjointly with the main float in sustaining the total weight of the aircraft. These two floats are symmetrically disposed, one at each side of the lower plane.

machine, both aft of the center of gravity and each directly beneath the outer terminal of the opposed sections 18 constituting the sections 18 in the approximate vertical plane of each of the respective end auxiliary floats,

both sections (16 and 18) being. braced to the end floats by diagonal-s designated respectively 21 and-22. The end floats have been designated each as an entirety by the numeral 23. y

Each float or hull structure is of a sub 1 stantially streamline form. From a point well in advance of a line drawn transversely of the hull, equidistant from its ends, the body thereof gradually tapers rearwardly to a sharp or pointed stern. The forward portion, of the float, unlike the tail structure, has

. an overhanging bow and a bottom extend ing from the nose or prow downwardly and rearwardly beneath the overhanging portion and thence extending more horizontally and in the form of an effective hydroplaning surface rearwardly toa point substantially amidships, at which point a rearwardly facing step is formed. The step I have desig- 'nated24 and the hydroplaning bottom 25.

Fromthe step aft, the boat bottom'inclines at a positive angle upwardly and rearwardly under the tail portion so that the said tail portion at the rear of the step is carried well above the rear extremity of the hydroplaning surface. This construction will permit fore and aft rocking movement about the step 24:- or :the surface just in advance of it.. Bilge'fins or excrescent structures 26, of

, streamline form, increase the hydroplaning surface 25 laterally after a fashion now old in the art. However, the hydroplaning surface and the step arrangement and number may be greatly variediwithout departing from the principles involved.

The plural power plant arrangement herein'disclosed consists preferably of a multiple number ofpower units (six) arranged symmetrically at opposite sides of the craft,

the three at each side of the craft being uniformly staggered and at the same time alined I with respect to the swept back wings. Each power unit is disposed intermediate the main planelO and the lower plane 11, the staggered. arrangement disposing the propeller of each the foremost power-units in the .approximate horizontal plane of the power units next aft and accordingly throughout.

The terminal sections 16 of. the lower plane engage with the opposed Such an arrangement will directthe laterally distributed and ordinarily wasted air set in motion by the foremost propellers successively into contact with the propellers as they progress aft. The plural propellers will also handle a greater volume of air when arranged in this gnanner. Each propeller is of a size to operate effectually and without interference between the main and lower planes.

For a symmetrical distribution of thenature as to well distribute the total weight of the several power units. The diagonals 22 serve to effectually brace the two intermediate power units onto the after auxiliary floats. Atall events, it is essential that the weight of the several power units be sym metrically distributed .at opposite sides of the craft and substantially uniformly onto the after load sustaining bodies and also uniformlyv onto the aeroplanes. Each power I plant or unit I have designatedtas an en.- tirety by the numeral '27.

'Referring now more particularly to the diagrammatic View, Fig. 4, it will be noted that the base or engine bed for each power unit-is braced in a peculiar and highly advantageous manner. Parallel beams 28 terminally connected and cross braced as indicated at '29 constitute each bed or base. Upwardly diverging struts 30 support and brace the forward end of each engine base to the lower supporting surface in a true vertical plane,- while similarly arranged struts 31 angularly or diagonally brace the rear terminal of each engine'bed, not only to the lower supporting surface, but to the point where the diverging vertical struts" 30 ene forward thrust directly onto the lower forward wing spar of the lower plane. A single vertical strut 32 and a single diagonal strut 33 brace the respective terminals 'of the engine bed to the main plane, the mentioned struts mating at one end to accordingly transmit a portion of the forward thrust to the forward wing spar of said main plane. If desired, the engine beds may be tied by any suitable means and in any suitable manner, apreferred tying having been illustrated in the said Fig." 4. g V

The location of the pusher propellerslntermediate the most widely spaced supporting surfaces makes it necessary that the engine beds terminate short of the rear struts This arrangement will transmit the.

or wing posts which connect the lower and main supporting surfaces of the machine.

ere the forward and rear wing posts con nected in a manner commonly the practice at the present time, propellers of the pusher type could not operate between theplanes. In view of the nature of the craft and the formation of the wings it is preferred that pusher propellers be used.

Coming now to a description of the ailerons, it is to be noted that each, designated in its entirety by the numeral 34, is mounted at the extreme outer end of the intermediate or main plane 10 and equipped with an overthe arrangement and construction specifiedmay be briefly summarized as follows: By'

hanging portion of a construction designed to continue the said main plane in curvilinear form and without a break in its continuity. The aileron control mechanism,

- which may be of any type desired, I have designated generally 36. Collectively, the advantages obtained by extending the lower supporting plane butwardly from the hull body in a true horizontal plane, the terminal or auxiliary flotatlon bodies may be conveniently and symmetrically located at the'extremities of said horizontal plane portion to lie in substantially the same horizontal plane as the main flotation body and as a consequence hydro-' plane while traveling at speed upon the surface of water.- The three floats considered as a unit, afford in substance a tripod support for the craft and at the same time offer a supporting base of increased area. In traveling upon rough water, should the machine rise under onejfloat and thus cause a rocking action, the remaining two floats will sustain the craft and permit oscillation about a line including saidtwo floats. Furthermore, in leaving the water, the foremost float breaks first, the after two immediately following. By the propelling power plant arrangement, the total weight of the several power units is uniformly distributed onto the several load sustaining bodies, ach,

as suggested sustaining a substantial portion of the total load. By differently spacmg the supporting planes, the propellers (all of the pusher type) may operate conveniently intermediate the most widely spaced planes and in such relation as to act successively on the laterally disturbed air set in motion by the propellers located foremost and act on it more efficiently. The arrangement of the power units as specified will also symmetrically distribute the weight thereof at opposite sides of the longitudinal axis of the craft. By extending the ailerons beyond the supporting surface terminals and thus affording an overhanging portion, the power required to swing the ailerons into their various operative angles is appreclably reduced since the overhanging portion of each aileron constitutes a reaction surface counter to the reaction surface formed by the aileron proper.

Although I have described more or less precise forms and details of construction, I do not intend to be understood as limiting myself thereto as I contemplate chang'es'in form, the proportion of parts and the substitution of equivalents as circumstances may suggest or render expedient and without departing from the spirit of the invention as claimed.

What is claimed is:

1. In an aircraft, a supporting surface having its end portions set at a dihedral angle with respect to the intermediate portion thereof, said end portions constituting:

wing panels separated from but connected f with th wing panel or panels constituting 5 said intermediate portion, and a plural propelling power plant arrangement in which 1 the several power units are located mtermediate the ends of said intermediate portion.

2. In an aircraft, a supporting surface having its end portions set at a dihedral angle with respect to the intermediate 'portion thereof, and a plural propelllng power 'plant arrangement in which the several which the several power units are located.

intermediate the terminals of said intermediate section with the power units located outermost respectively in the approxlmate vertical plane of the ends of said intermediate section. v

4.,In an aircraft, a body, wings extending out right and left from said body in sub-.

stantially a true horizontal plane, said wings at points distantly removed from said body being extended upwardly at an angle,

the upwardly extending portions of the I wings being formed as separate panels, and motors supportedabove said wings at points inwardly removed from the angled panels thereof.

5. In an aircraft, a main flotation body, a

supporting surface comprising a plurality of wing panels, the ends of the intermediately located. panel being distantly removed from the fore andaft axis of thebody, and end floats arranged beneath and adjacent the respective ends of said intermediate panel.

6. In an aircraft, a main flotation body,

a supporting surface having its end por-. tions set at a dihedral angle with respect to the intermediate portion thereof, the size. of the intermediate portion being such that of said intermediate portion.

. 7. In an aircraft, superposed supporting surfaces, propellers located symmetrically at opposite sides of the longitudinal axis of the craft and uniformly one aft of the other as they progress laterally fromsaid axis, motors for driving the propellers, said motors being correspondingly arranged, and wing post frames interconnecting the supporting surfaces and supporting the motors intermediately between them.

8. In an aircraft, unequally spaced superposed supporting surfaces, and a' 'pluralpropelling power vplant arrangement includmg propellers of a size to operate'without I interference wholly between the most widely spaced superposed surfaces. v

9. In an aircraft, supporting surfaces, a

I wing strut connecting the supporting surfaces, an engine bed supported at one end by the Wing strut, and a diagonal brace connected with the, opposite end of the engine bed to support it frombeneath, the. opposite'end of the brace being extended to a point adjacent the foot of the mentioned wing strut. V,

10. In an aircraft, supporting surfaces, a front wing strut, a rear wing strut, an engine bed supported at one end by one of the wing struts, the opposite end of the engine bed terminating short of theother of the ,wing struts, and a diagonal brace 'connecting with the last mentioned end-of the engine bed to support it from beneath. the

brace at the opposite end being carried to the foot of the wing strut which enters into and forms apartof the engine bedsupport.

11. In an aircraft, superposed supporting surfaces, wing struts interconnecting the supportingsurfaces, a multiple unit propelling power plant, and separate supports for the several power units constructed in such manner that the major portion of the total weight and the major portion of the total thrust is directed onto the supporting surfaces at points where the foremost wing struts connect therewith.

12. In an aircraft, superposed supporting surfaces, wing struts interconnecting [the supporting surf-aces, a longitudinally ex-.

tending engine bed supported between thev supporting surfaces in a manner such that it (the engine bed) terminates rearwardly at a point forwardly removed from the rear. wing struts a motor mounted, on the engine bed, and a propeller mounted aft of the motor and between the supporting surfaces but the supporting surfaces,,an engine bed sup-.

ported between the supporting surfaces with one end in engagement w1th a wing strut, means supporting the opposite end of the engine bed from the point of support of the end first mentioned, a motor mounted on the engine bed, and a propeller mounted at that end of the motor distantly removed from said supporting strut.

In testimony whereof I aflix my signa-.

ture.

. WILLIAM STARLING BURGESS.

Witnesses: 1

F. H. RUssELL, H. V. BAMFORD. 

